Gas engine



No. 6|3,390. Patented Nov. 1,1898; r. c. nun.-

GAS ENGINE. (Application and um. 21, 1897.)

(No Model.)

. 3 Sheets-Shaet I.

711Jinesse5:

No. s|3,390.

Patented Nov.-l, 1898. F. C. OLIN.

GAS ENGINE.

(Application filed Sept. 21, 1897.)

( o Model.)

3 Sheets-Sheet 2.

Patented-Nov. I, I898. F. C; ULIN. GAS ENGINE. (Appliction-filed Sept.91, 1897.)

a sheets-sum a.

(N0 Hodel.)

Hui a 1m UNITED STATES PATENT OFFICE.

FRED O. OLIN, OF BUFFALO, YORK, ASSIGNOR TO THE OLIN GAS ENGINE COMPANY,OF SAME PLACE.

GAS-ENGINE.

SPECIFICATION formingpart of Letters Patent No. 613,390, dated November1, 1898.

Application filed September 21, 1897. Serial No. 652,428. (No model.)

To all whom it may concern:

Be it known that I, FRED C. OLIN, a citizen of the United States,residing at Buffalo, in the county of Erie and State of New York, haveinvented new and useful Improvements in Gas-Engines, of which thefollowing is a specification.

This invention relates more especially to that class of gas-engines inwhich a working stroke of the piston may be produced during everyalternate forward movement of the piston.

The objects of this invention are to improve the construction of thevalves and the mechanism for operating the same, to provide a simplegovernor for regulating the speed of the engine, and to provide areliable electric igniter for exploding the charges of fuel.

In the accompanying drawings, consisting of three sheets, Figure 1 is aside elevation,

partly in section, of my improved gas-engine.

Fig. 2 is a top plan View of the same, partly in section. Figs. 3 and 4are fragmentary horizontal sections, onan enlarged scale, in lines 3 3and 4 4, Fig. 1, respectively. Fig. 5 is a vertical longitudinal sectionin line5 5, Fig. 3. Figs. 6, 7, and 8 are vertical longitudinalsections, on an enlarged scale, in line 6 7, Fig. 2, showing diiferentpositions of the governor mechanism. Fig. 9 is a vertical transversesection in line 9 9, Fig. 4. Figs. 10, 11, 12, and 13 are verticalsections in lines 10 10, 11 11,12 12, and 13 13, Fig. 9, respectively.Fig. 14 is a fragmentary side elevation of the igniter mechanism. Fig.15 is a top plan View of the same. Fig. 16 is a vertical cross-sectionin line 16 16, Fig. 14.

Like letters of reference refer to like parts in the several figures.

A represents the base of the engine, provided at its rear end withbearings a; B, the shaft journaled in the bearings and provided with theusual balance-wheels C; D, the working cylinder mounted on the front endof the base; E, Fig. 2, the piston arranged in the cylinder, and F theconnect- .ing-rod which connects the piston with the chamber arranged onone sideof the cylin-- der and connected bya port g with the front orfiring end of the cylinder.

H represents an exhaust-chamber opening into the valve-chamber throughthe rear side thereof and connected with an exhaust-pipe h.

I is an exhaust-valve arranged in the valvechamber and having a movementtoward and from a forwardly-facin g exhaust-valve seat '0', which isformed around the inlet end of the exhaust chamber. The exhaust valve ismounted on the rear end of a longitudinallyreciprocating valve-rod 2",which is guided in a way *3, arranged on the rear portion of theexhaust-chamber.

J represents an air-chamber opening into the valve-chamber through thefront side thereof and connected with an airsupply pipe 7.

K is a fuel-chamber opening into the airchamber and connected with apipe 7e, which supplies the gas or other fuel.

L is a fuel-valve whereby the admission of fuel into the cylinder iscontrolled and which has a movement to ward and from an inwardlyfacingvalve-seat Z, which surrounds the outlet of the fuel-chamber. This valveis arranged on the rear or inner end of a longitudinally-reciprocatin gtubular valve-stem Z, which is arranged axially in line with and infront of the exhaust-valve and which is guided in a way Z formed in thefront portion of the fuel-chamber. The fuel-valve is yieldingly held ina closed position by a spring Z which surrounds the outer portion of thefuel-valve stem and bears with its ends against the front side of thefuel-chamber and a collar Z arranged on the front end of the fuel-valvestem.

M represents an air-valve whereby the admission of air into the cylinderis controlled and which has a movement toward and from arearwardly-facing valve-seat m, which surrounds the outlet of theair-chamben' This valve is arranged in rear of the fuel-valve and ismounted on the rear end of a longitudinallyreciprocating tubular valvestem 1%, which is guided in the tubular stem of the fuel-valve. Theconnection between the airvalve and its stem is sufficiently loose topernlit the valve to rock slightly on the stem and adjust itself to itsvalve-seat and insure a perfect seating of this valve. For this purposethe rear end of the air valve stem passes loosely through a centralopening in the airvalve and is provided with a rounded head or knuckle mwhich is held loosely in engagement with a central socket m in theairvalve by a retaining screw-nut in, engaging with the air-valve inrear of the fuel-valve stem. The outer end of the air-valve stem isprovided with a collar or screw-nut m which is arranged close to thefront end of the fuelvalve stem and its collar Z.

During the normal operation of the engine the exhaust-valve is closed,as represented in Fig. 3, and the air and fuel valves are opened againstthe pressure of the spring Z by the suction of the piston while it makesits first forward stroke, thereby drawing in a charge of air and fuelinto the cylinder. During the subsequent backward stroke the air andfuel valves are closed, whereby the charge of air and fuel is compressedin the cylinder. At the end of the backward compressing movement of thepiston the charge is ignited, and the piston is propelled forwardly witha working stroke by the expansion of the gases, during which time theair,fuel,and exhaust valves areclosed. Duringthesubsequentbackwardmovement of the piston the exhaust-valve is opened, as represented inFig. 5, and the spent gases are discharged. When the speed of the engineis above the normal, the exhaust-valve is held open by the governorduring the suction and compression strokes of the piston, whereby thepiston draws air and spent gases backwardly through the exhaust andagain expels the same instead of opening and drawing in a fresh supplyofair and fuel through the air and fuel valves and compressing the same.

It has been found in practice that it is impracticable to rigidlyconnect two valves to the same stem and secure a perfect bearing of bothvalves against their seats. In the construction shown in the drawings aslight looseness or play is provided between the nut m of the air-valvestem and the outer end of the fuel-valve stem. This causes both valvesto be moved toward their seats by the spring l and the pressure of thegaseous mixture in the cylinder until the fuel-valve bears against itsseat, after which the closing movement of the air-valve is continued fora slight distance independent of the fuel-valve and is pressed againstits seat by the pressure of the gases in the cylinder.

In order to positively prevent air and fuel from being drawn into thecylinder during an idle suction stroke, an additional springpressure isapplied to the air-valve when the exhaust-valve is open by the followingmeans:

N represents a presser-rod moving lengthwise on the tubular air-valvestem and arranged with its inner end in the path of the exhaust-valve orits stem, whileits outer end is provided with a head a, which bearsagainst the outer end of the air-valve stem. The presser-rod isyieldingly held in its rearmost position by a spring a, which bears withits ends against the front end of the presser-rod, and a cap 11connected by a sleeve 71 with the air-valve stem. During the normalsuction stroke of the piston only the spring l is compressed upon movingthe air and fuel valves from the seats, and the spring a is carriedbodily with the valves, together with the presser-rod. Vhen theexhaustvalve is opened, it engages with the presser-rod and moves thesame forwardly slightly, as represented in Fig. 5, thereby adding theresist ance of the spring a to that of the spring Z for holding theair-valve shut. If the piston is making a suction stroke while theexhaustvalve is open and abuts against the rearend of the presser rod,the piston cannot suck the air-valve from its seat, owing to thecombined resistance of the springs 97. and Z which is strong enough forthis purpose, thereby preventing the piston from drawingin to thecylinder a charge of air and fuel.

The mechanism whereby the exhaust-valve is operated is constructed asfollows:

0, Figs. 1, 2, 3, and 5, represents a spring whereby the exhaust-valveis yieldinglyheld in its rearniost or closed position and which bearswith its ends against the rear side of the exhaust-chamber and a collar0 on the exhaust-valve stem.

P, Figs. 1, 2, 4, 6, 7, and 8, represents an abutment head arranged onthe rear end of the exhaust-valve stem and provided on its upper sidewith a rearwardly-facing shoulder 1?.

Q represents a longitudinally-reciprocating thrustbar whereby theexhaust -valve is opened and which is provided at its front end with abearing-piece g, which is adapted to bear against the shoulder 19 of theabutmenthead. The rear end of the thrust-bar is provided with aneccentricstrap which sur rounds an eccentric q on the shaft, whereby aforward-and-backward movement is imparted to the thrust-bar during eachrotation of the shaft. The piston in the workingcylinder and thethrust-bar move longitudinally together, and during this movement thethrust-bar is alternately lowered with its bearing-piece into line andraised out of line with the shoulder of the abutment-head. During thereturn movement or compression stroke of the piston the thrust-bar israised, as represented in Fig. 8, so that its bearing-piece does notengage with the abutment-head and open the exhaust, while the thrust-barmoves toward the front of the engine, together with the piston. Duringthe next return movement or exhaust stroke of the piston the thrust-barmoving in the same direction is lowered, as represented in Fig. 7, sothat its bearing-piece is arranged in line with and engages With theshoulder of the abutmenthead, thereby opening the exhaust-valve andpermitting the products of combustion to escape from the cylinder.

R, Figs. 4, 9,12, and 13, is a rotary cam which engages with the underside of a lateral extension 1" on the inner side of the thrustbar andwhereby the thrust-bar is raised out of line with the shoulder of theabutmenthead during every alternate forward movement thereof. This camis substantially square, having four flat sides forming four salient orcam portions 7", and is journaled on a transverse arbor r which issecured with its inner end to a stationary part of the engine.

r Fig. 13, is a ratchet-wheel secured to the rotary cam and having eightteeth, and r is a pawl pivoted on the thrust-bar and held with its hookin engagement with the teeth of the ratchet-wheel by a spring R, securedto the thrustbar. During each rearward stroke of the thrust-bar its pawlturns the ratchet-wheel and the cam connected therewith one-eighth of arotation, whereby the high and low portions of the cam are successivelypresented to the thrust-bar and the front end of the latter isalternately raised and lowered preparatory to beginning a forwardstroke.

In order to avoid hammering and jarring of the engine when thebearing-piece of the thrust-bar engages with the abutment-head, thelatter is yieldinglyconnected with the exhaust-valve stem, so as tocushion'these parts when they come together. For this purpose theabutment-head is permitted to move lengthwise on the valve-rod to alimited eX- tent by a pin or screw 19 secured to the rod and engagingwith a longitudinal slot p in the abutment-head. The head is yieldinglyheld in its rearnnost position with the front end of its slot inengagement with the stoppin 19 by a spring 19 bearing with its endsagainst the head and the collar 0 on the rod. The spring 19 is stifferthan the spring 0, so that the abutment-head and exhaust-valve rod arepractically rigid with reference to each other, except when the head isstruck by the bearing-piece of the thrust-bar. The abutment-head isguided in its longitudinal movements by a guide-arm 19 which projectsinwardly from the abutment-head into engagement with a longitudinal slot19 in a bracket 19, the latter being secured to the cylinder, as shownin the drawings, or some other stationary part of the engine.

r is a sleeve which is secured to the arbor outside of the rotary camand provided at its inner and outer ends with heads or disks 1* 1, oneof which is formed integrally with the sleeve, while the other has ascrew connection with the sleeve. The outer disk of the sleevepreferably bears against the outer side of the thrust-bar and the innerdisk engages with a longitudinal slot r in the thrust-bar, therebyserving as guides for the latter during the longitudinal and verticalmovements thereof.

The mechanism whereby the speed of the engine is regulated isconstructed as follows: S, Figs. 4, 6, 7, and 8, is a vertically-swingin g detent latch or pawl whereby the exhaust valve is held open duringthe suction and compression strokes of the piston when the engine isrunning above the normal speed, thereby preventing a charge of fuel frombeing drawn into the cylinder. This pawl is pivoted at its rear end onthe sleeve r and its front end is adapted to be raised or lowered intoan operative or inoperative position.

sis a rearwardly-facing shoulder formed on the rear end of theabutment-head below the upper shoulder 10, and s is a recess also formedin the rear end of the head below the lower shoulder. During the firstportion of the forward movement of the abutment-head with theexhaust-valve and its stem the front end of the detent-latch engageswith saidrecess and during the last portion of the forward movement ofthe head its lower shoulder is carried slightly forward of the latch andthe latter is lifted quickly, so that its front end stands behind thelower shoulder. The latch is yieldingly held in a depressed position bya spring sisecured to the rear end of the abutment-head and bearingagainst the upper side of the latch.

T,'Figs. l, 2,4, 9, 10, and 11, represents an oscillating lifting diskwhereby the latch is raised and which is journaledon the arbor adjacentto the outer side of the guide-disk W. This disk is provided on itsfront portion with an inwardly-projecting lifting finger or pin 25,which engages with the under side of the latch. The lifting-disk isnormally turned backward in the direction of the arrows, Figs. 10 and11, for lowering its front pin?! and the latch resting thereon by aspring t,which is fastened at one end to the lifting-disk and with itsother end to an adjusting-plate 25 The latter bears with its inner sideagainst a shoulder on the arbor adjacent to the outer side of thelifting-disk and is held in its adjusted position by a clampingscrew-nut T, engaging with the screw-threaded outer end of the arbor andbearing against the outer side of the plate. The backward movement ofthe lifting-disk is limited by a stop 25, which is formed on the outerguide-disk 0 below the lifting-finger and against which the latter isadapted to engage.

t is a fiat-sided trip-finger projecting inwardly from the lower portionof the liftingdisk, and i is a depending tappet which is secured to theunder side of the thrust-bar and which is adapted to engage with therear side of the trip-pin and turn the same forwardly, together with thelifting-disk, for lifting the latch. The relative position of thetrip-finger and the tappet is such that when the thrust-bar is elevatedand moves forwardly with an idle stroke during the compression stroke ofthe piston the tappet is raised above the trip-finger, so that it doesnot strike the latter as the tappet moves forward with the thrustbar, asrepresented in Fig. 8. Vhen the thrust-bar moves forward in a loweredposition with its bearing-piece in engagement with the abutment-head foropening the exhaust-Valve, the tappet is lowered in line with thetrip-finger, and during the last portion of the forward movement of thethrustbar the tappet engages with the trip-finger and turns the sameforwardly in the direction of the arrow, Fig. 7, whereby thelifting-disk is turned forwardly, and its liftingfinger raises thelatch, so that its front end stands behind the lower shoulder of theabutment-head.

\Vhen the engine is running at a normal speed, the momentum of thelifting-disk as it is turned by the tappet is such that the front end ofthe latch is carried only a short distance upwardly in rear of the lowershoulder, which enables the latch to drop quick enough to clear thelower shoulder before the latter strikes the latch during the firstportion of the backward movement of the abutmenthead, thereby permittingthe exhaust-valve to move backward with the thrust-bar and close. If theengine is running above the normal speed, the tappet turns thelifting-disk forwardly with greater force and the latter, owing to itsincreased momentum, is turned farther, whereby the front end of thelatch is raised higher in rear of the lower shoulder of the abutment.This increase in the distance which the latch is raised when the engineis running above normal speed is so determined that the latch cannotdrop sufficiently rapid to clear the lower shoulder of the abutmentduring the first portion of the backward movement of the latter, whichcauses this shoulder to strike the front end of the latch and retain thelatter in an elevated position, whereby the abutment is prevented frommoving backward with the thrust-bar and the exhaustvalve is held openduring the subsequent suction and compression strokes of the piston.During the last portion of the second following forward stroke of thethrust-bar in a lowered position the abutment is again released from thelatch and the latter is permitted to clear the lower shoulder if thespeed of the engine has dropped below thenormal, thereby permitting theabutment-head to follow the thrust-bar during the subsequent backwardmovement of the latter, whereby the exhaust-valve is closed.

By adjusting the plate i on the arbor the tension of the spring t may beregulated for adjusting the governor.

The mechanism whereby the charges of fuel in the cylinder are ignited isconstructed as follows:

V, Fig. 3, represents an igniting-chamber, which opens into anyconvenient portion of the space which contains the charge of fuel, thisigniting-chamber, as shown in the drawings, being connected with thevalve-chamber.

u to represent the stationary and movable contacts of an electricigniter, which are at: ranged in the igniting-chamber, the former beingsupported in the chamber by an insulating-plug and the latter beingmounted on a longitudinally-reciprocating rod 14 which is guided in theigniting-chamber.

V represents an electric generator having its poles connected with theelectric contacts.

W, Figs. 1, 14, 15, and 16, represents a vertical rock-lever arrangedadjacent to the inner side of the thrust-bar or other reciprocating partof the engine and pivoted on a stud w. The latter is arrangedtransversely above the thrust-bar and is secured with its inner end to astandard to, arranged on the base. The lower arm of the rock-lever isconnected with the rear end of the rod which carries the movablecontact, and the upper arm of the rock-lever is provided with ahorizontal finger 10 which is arranged transversely over the thrust-bar.The rod 162 is yieldingly held in its rearward position for separatingthe contacts and for turning the rock-lever backwardly in the directionof the arrow, Fig. 14, by a spring 10 which bears with its ends againstthe igniting-chamber and a collar on the igniter-rod a a: represents arearwardly-inclined springcatch which is adapted to couple the thrustbarand rock-lever. This catch is secured with its rear end to the upperside of the thrust-bar and is provided at its front end with a hookhaving an inclined front side x and an abrupt rear side 00 y is areleasing-arm whereby the catch is disengaged from the rock-lever. Thisarm is mounted with its lower end on the stud 20, outside of therock-lever, and bears with its inner side against a shoulder 3 on thestud. The upper end of the releasing-arm is provided with a roller orpin 1 which overhangs the inclined portion of the catch. During theforward movement of the thrust-bar the inclined side of the hook on thecatch engages with the finger of the rock-lever and is deflecteddownwardly until the hook has passed the finger, when the catch risesand its hook is carried upwardly in front of the finger. During theinitial portion of the subsequent rearward movement of the thrust-barthe abrupt side of the hook engages with the finger of the rock-leverand turns the latter forwardlyin a direction opposite to thatindicatedby the arrow, Fig. 14, whereby the movable contact is engaged with thestationary contact and the electric circuit is closed. During the nextportion of the backward movement of the thrust-bar the hook of the catchis disengaged from the finger of the rock-lever by reason of theinclined portion of the catch engaging with the roller of thereleasing-arm, whereby the rock-arm is liberated and quickly returned bythe spring .0 to its normal position, together with the rod a therebyseparating the contacts and forming a spark which ignites the charge offuel.

The time at which the ignition of the charge of fuel takes place isregulated by raising or lowering the roller 11 which is done by turningthe releasing-arm of the stud. The releasing-arm is held in its adjustedposition by a clamping screw-nut g which engages with the screw-threadedouter end of the stud and bears against the outer side of thereleasing-arm.

I claim as my invention- 1. In a gas-engine, the combination with theair-chamber and the fuel-chamber opening into the air -chamber, of aninwardlyopening fuel-valve adapted to close the outlet of thefuel-chamber and provided with an outwardly-facing shoulder and aninwardlyopening air-valve adapted to close the outlet of the air-chamberand provided with an inwardly-facing shoulder adapted to be engaged bythe shoulder of the fuel valve, substantially as set forth.

2. In a gas-engine, the combination with the valve-chamber, theexhaust-chamber and air-chamber opening into opposite sides of thevalve-chamber, and the fuel-chamber opening into the air-chamber, of aninwardlyopening fuel-valve adapted to close the outlet of thefuel-chamber and provided with a tubular valve-stem, a spring bearingagainst a shoulder on the fuel-valve stein, an inwardly-openingair-valve adapted to close the outlet of the air-chamber and providedwith a valve-stem which is arranged in the tubular stem and which isprovided with a shoulder bearing against the tubular stem, and aninwardly-opening exhaust- Valve adapted to close the exhaust,substantially as set forth.

3. In a gas-engine, the combination with the valve-chamber provided withan inlet and an exhaust, of an inwardly-opening inletvalve adapted toclose said inlet and provided with a stem, a separate presser-rod guidedon said stem, a spring interposed between said stem and rod, and aninwardly-opening exhaust-valve adapted to close said exhaust and to bearagainst said rod when the exhaust-valve is opened, substantially as setforth. I

4. In a gas-engine, the combination with the valve-chamber, theexhaust-chamber and air-chamber opening into opposite sides of thevalve-chamber, and the fuelchamber openinginto the air-chamber, of aninwardlyopening fuel-valve adapted to close the outlet of thefuelchamber and provided with a tubular valve-stem, a spring bearingagainst a shoulder, on the fuel-valve stem, an inwardly-openingair-valve adapted to close the outlet of the air-chamber, a tubularvalvestem guided in the fuel-valve stem and connected at its inner endwith the air-valve while its outer end is provided with a shoul derbearing against the fuel-valve stem, a presser-rod guided in theair-valve stem, a spring interposed between the outer ends of thepresser-rod and the air-valve stem, and

an'inwardly-opening exhaust-valve adapted to close said exhaust and tobear against said rod when the exhaust-valve is opened, substantially asset forth.

5. In a gas-engine, the combination with an exhaust-valve connected withan abutment, of a reciprocating thrust-bar adapted to engage with saidabutment for opening the exhaust-valve, a rotary cam mounted on astationary support and having alternate salient and receding portionsadapted to engage with the thrust-bar, a ratchet-wheel arranged on thecam, and a pawl arranged on the thrustbar and engaging with'theratchet-wheel for turning the same and the cam one space during eachbackward movement of the thrustbar, whereby the salient and recedingportions of the cam are successively engaged with the thrust-bar and thelatter is shifted regularly into line and out of line with saidabutment, substantially as set forth.

7 6. In a gas-engine the combination with the exhaust-valve connectedwith an abutment and a reciprocating thrust-bar adapted to engage withsaid abutment foropening the exhaust-valve,of a separate movable latchwhich is mounted on a stationary support and which is adapted to engagewith said abutment and hold the exhaust-valve open when the speed of theengine is above the normal, and a shifting mechanism which is operatedby the thrustbar and whereby the latch may be shifted into the path ofthe abutment during each forward stroke of the thrust-bar, substantiallyas set forth 7. In a gas-engine, the combination with the exhaust-valveconnected with an abutment, and a reciprocating thrust-bar adapted toengage with said abutment for opening the exhaust -valve, of a separatemovable latch mounted on a stationary support and adapted to be movedinto and out of the path of the abutment, an oscillating lifting-diskprovided Y with a finger engaging with said latch, and a tappet arrangedon the thrust-bar and adapted to turn the disk for lifting the latch,substantially as set forth.

8. In a gas-engine, the combination with the exhaust-valve connectedwith an abutment, and a reciprocating thrust-bar adapted to engage withsaid abutment for opening the exhaust-valve, of a movable latch adaptedto be lifted into the path of the abutment, an oscillating lifting-diskprovided with a finger engaging with said latch, a spring whereby thedisk is turned backwardly, a stop whereby the backward movement of thedisk is limited, and a tappet arranged on the thrust-bar and adapted toturn the disk forwardly, substantially as set forth.

9. In a gas-engine, the combination with the exhaust-valve connectedwith an abutment,

of a longitudinally-reciprocating thrust-bar adapted to engage with saidabutment for opening the exhaust-valve, mechanism whereby the thrust-baris alternately moved into too line and out of line with the abutment, apivclear the trip-pin when the thrust-bar clears l: oted latch adaptedto be lifted into the path the abutment, substantially as set forth. ofthe abutment, an oscillating lifting-disk Witness my hand this 3d day ofSeptember,

provided with a pin which engages with said 1897. latch, a springwhereby the disk is turned backwardly, a trip-pin arranged on the disk,and a tappet arranged on the thrust-bar and adapted to engage with thetrip-pin when the thrust-bar engages with the abutment and to FRED O.OLIN.

Vitnesses:

THEO. L. POPP, ELLA R. DEAN.

